Aryan95614/aerograph-asrs huggingface dataset:
Aircraft: FIGHTER
Phase of flight: Initial Climb
Anomaly: ATC Issue All Types; Airspace Violation All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT

Aircraft X came off runway 14 at Buckley underneath simultaneous ILS landings north at Denver. Aircraft X was filed out over ALS so I was gradually working them southbound and climbing them little by little as traffic and MVA's allowed. Southwest corner of the dump airspace I finally got trapped. COS arrival was there going southeast at 110; a BJC arrival WNW-bound at 120; an APA arrival descending on the ZOMBZ arrival. I couldn't climb to 110 to meet that MVA because the COS arrival was stuck above me at 110. Then the flight didn't auto-flash to ZDV as it should and I didn't notice it until I was already in ZDV's airspace.Should have made the aircraft depart runway 32. It was the runway most aligned with the wind. If not that then I should have gone eastbound until I got to a less congested place where I could climb. D01 TRACON Controller reported an aircraft being stuck under three aircraft and not being able to climb. The Controller violated ZDV's airspace.
Aircraft: COMMERCIAL FIXED WING
Phase of flight: Takeoff / Launch
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR

FAR 121.434 violation Consolidation of knowledge. I got my type rating on X Date and because of the coronavirus I was sent home one day later. Approximately 3 months had past and I went to finish my simulator training. For that reason I thought my time for consolidation would begin 3 months from original date; which was the day I officially finished my simulator training. Not knowing that my 120 days of consolidation [had] expired. I accepted flights on the XXth and XYth after expiration. Two of the flights were ferry flights the last one on the XYth was a Part 121 flight. Therefore I unknowingly violated FAR 121.434.When I figured out what I had done I notified my Chief pilot. I misinterpreted part 121.434 by thinking that the 120 day clock for 100 hours of consolidation started on [date]. I also know that we have scheduling software that tracks flight time and duty periods for Part 117. I thought it would track consolidation also. I think I could have been scheduled to do a P/C check while I was completing my simulation in [month] and having a better understanding of FAR 121.434 are two things that could have prevented this issue. Air carrier First Officer reported flying after the deadline for completing Consolidation of Knowledge (FAR 121.43) had expired.
Aircraft: EMB ERJ 135 ER/LR
Phase of flight: Climb
Anomaly: Aircraft Equipment Problem Less Severe

Departing 18L from DFW on the Soldo 3 SID; we received a 'Lateral Mode Off' (NAV had been selected ; and was in NAV mode) EICAS message in the climb along with the loss of nav data on the MFD. ATC was notified immediately and were given a heading. Very shortly after ATC's instructions; all data and info came back online. Continued on; uneventful flight. ATC advised us of no problem and no deviation. Possible satellite signal interruption. Lateral mode fail caution on EICAS at approximately 100 FT AGL. Lost waypoint info on MFD. Advised ATC unable to proceed with RNAV departure. ATC assigned a heading. Nav data reappeared. Given direct to a waypoint. Remainder of flight was uneventful. Tell ATC right away no RNAV. EMB135 flight crew experiences a 'Lateral Mode Off' EICAS message along with loss of navigation data on the MFD during an RNAV departure. ATC is advised and issues a heading; but within seconds all NAV data reappears.
Aircraft: COMMERCIAL FIXED WING
Phase of flight: Other Load Planning
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy

Flight from ZZZ-ZZZ1 needs to come [taxi] back because they don't have 15 bags on board that will go around the Hazmat. Did advise my Shift Manager and Dispatch. Ramp had to off load the Hazmat from the flight. Airline Ground Agent reported advising Shift Manager and Load Planning of configuration error. Ground return to gate; Hazmat removed from flight.
Aircraft: HELICOPTER
Phase of flight: Cruise
Anomaly: Aircraft Equipment Problem Critical; Airspace Violation All Types

I was flying a patient to the hospital with our base Nurse and a Medic on board. The Tower had cleared me across the large airport located on the direct route to the hospital. While I was over the military portion of the airport ramp; the Tail Rotor Gear Box Chip Light illuminated. I declared an emergency with Tower and requested to land on the ramp immediately under the aircraft; which happened to be a restricted area on the ramp. They gave me permission to land and asked if I needed any assistance. I landed the aircraft without further incident. CFR and Security Forces responded after we landed. We coordinated with a surface Ambulance Company to pick up the patient and they did so with half an hour. I coordinated with the Security Forces for the arrival of our Maintenance crew to repair the aircraft. The Captain of an air ambulance helicopter flight; overflying a military installation; received a Tail Rotor Gearbox Chip Detector warning; declared an emergency and successfully requested and completed an emergency landing on the military ramp directly beneath them.
Aircraft: COMMERCIAL FIXED WING
Phase of flight: Takeoff / Launch
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy

On some of the SEA SID pages there is a 'TAKEOFF OBSTACLE NOTES' line that references a NOTES page we do not have in our Jeppesen documents. MOUNTAIN 1 (MONTN1.SEA) - 'See TAKEOFF OBSTACLE NOTES page (10-3OB1).' We do not have page 10-3OB1; nor are the '10-xxxx' pages for KSEA; which has '20-xxxx' pages.SEATTLE 7 (SEA7.SEA) - 'See TAKEOFF OBSTACLE NOTES page (20-3OB1).' We do not have page 20-3OB1.SUMMA 2 (SUMMA2.SUMMA) - 'See TAKEOFF OBSTACLE NOTES page (10-3OB1).' We do not have page 10-3OB1; nor are the '10-xxxx' pages for KSEA; which has '20-xxxx' pages.Maybe I missed these pages; and if so; where can I find them? Please ammend these TAKEOFF OBSTACLE NOTES or provide the appropriate Jeppesen pages. Air carrier First Officer could not locate the Obstacle Takeoff Notes for 3 departure procedures from SEA.
Aircraft: EMB ERJ 170/175 ER/LR
Phase of flight: Takeoff / Launch; Initial Climb
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy

The phase of flight was just after lift off from runway 16L in KSLC during the WEVIC6 RNAV departure before acceleration altitude (1000 FT AGL). The Pilot Flying; the First Officer; initiated a left turn as the command bars of the Flight Director suggested to do. We both felt immediately that something was wrong because it was not what we had briefed on the ground about the SID. We both glanced at the plate and as we were correcting the heading back to the initial; SLC Tower gave us a heading of 170 with a climb altitude of 10;000 feet to maintain to rejoin the SID after querying if we were proceeding to the HOPTO fix as cleared. In the meantime I did notice on the MFD that a 360 degree loop was present which was linked to the SID with a turn to the left which was not there earlier nor was it showing in the departure page review of the MCDU. After the event and the recovery; we continued on the SID to our filed altitude. When transferred to departure a telephone number was provided to call SLC. I spoke to a gentleman who told me that a similar event had occurred previously and I emphasized the fact that the MCDU (FMS) does not show the 360 loop after takeoff until we were airborne. It seems that this is a recurring event. During the taxi; the departure was reviewed again [and] everything still looked normal. The takeoff from Runway 16L was normal (NAV was armed before the pushback from the gate). Once airborne everything was still normal; reaching 400 feet NAV was captured. At approximately 900 feet AGL; the flight director showed a left turn. I looked down at the MFD and it was showing a left 360 then to continue the departure. EMB-175 flight crew reported that the FMS presented incorrect navigation data on the WEVIC6 RNAV departure from KSLC after takeoff.
Aircraft: B757
Phase of flight: Takeoff / Launch
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy

Apparently LEBL ATC called up and wanted to know why we started our turn late on the GRAUS 3Q departure from LEBL. The SID requires a turn at 500 AGL. Unfortunately we are required to turn the autopilot on at 500 AGL per the company's airport operations tailored page so after the autopilot is turned on it takes the jet awhile to figure out where it is and where its going and you're through 1;000 feet AGL before it starts turning. A better way to do this is to hand fly the initial 164 heading THEN turn the autopilot On. Until the company's autopilot requirement is removed we will continue to have problems with this Departure. A B757 Captain advised that his air carrier's requirement to engage the autopilot/ at 500 AGL is incompatible with the need to comply with restrictions on the GRAUS 3Q RNAV SID out of LEBL.
Aircraft: A319
Phase of flight: Parked
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy

We ferried an aircraft to a Maintenance Base where Maintenance was to replace the windshield overnight and at 0800 local; we were scheduled to fly the fixed airplane back. I got up at 0530 and started getting ready. Thinking the Maintenance may not be finished I contacted Scheduling. They did say the job was not completed and there was going to be an update at 0800. I called back at 0800 and was told there was now an update at 1000. I called Scheduling several times all day getting the same answer; airplane not finished. During one of my phone calls in the late afternoon; I asked Scheduling if the fixing of the airplane goes well into the night and morning; when do I get my rest? They said I have been on rest all day and do not require rest. I told them I am not getting rest as I am being told to check back with them on one or two hour increments to check the status of the airplane. They then reiterated I was indeed on legal FAA rest. After that conversation; time drove on and I did get the phone call at 2216 that the plane is ready and departure time was to be 2300. The First Officer and I went to the airport and got to the gate at 2310. The airplane was not ready. We stood on the jetway until Maintenance finished and pushed after 0100. At that point I had been awake for almost 20 hours. During the flight I realized I was indeed over tired and should have called in fatigued. A319 Captain is scheduled to ferry an aircraft at 0800 and plans rest accordingly. The aircraft is not completed on schedule and the Captain is required to keep checking on updates during the day. The crew is finally sent to the airport at 2200 and does not depart until after 0100. Fatigue is reported.
Aircraft: COMMERCIAL FIXED WING
Phase of flight: Taxi
Anomaly: Aircraft Equipment Problem Less Severe; Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Taxiway

After landing on Runway 04 in night VFR conditions at LGA with an MEL for Taxi light inop; we were cleared to eventually taxi via Bravo to Lane 9 to enter ramp. As we approached Lane 8; there was an aircraft among a line of aircraft departing on [Runway] 31 with it's tail protruding onto Bravo enough to make us stop on Bravo. After a few minutes wait; the Captain decided he might be able to taxi around the tail of the aircraft by using part of Lima. After attempting to do this; we saw that there was not enough room to get back on to Bravo after the aircraft tail; and we were now forced to turn right at Lima on to the ramp. The Taxi light being inoperative; we could not see that in making this turn not only put us on to the ramp early; but it also forced us to taxi across the painted 'island' that physically exists; but is not depicted on the Jeppesen 10-9B chart. The combination of no Taxi light and an improperly marked reference chart; caused us to taxi over the painted 'island'; which after we had done so; was chastised for by the Ramp Controller as he also 'reminded' us that we had been cleared to enter at Lane 9 vice 8. Fortunately; the scolding was all we received and the rest of the taxiing went uneventfully. Air carrier Non Flying First Officer reported a near taxiway incursion due to Jeppsen 10-9B chart not depicting the island at spot as is depicted on 10-9.
Aircraft: MEDIUM TRANSPORT; LOW WING; 2 TURBOJET ENG
Phase of flight: Final Approach
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Inflight Event / Encounter Weather / Turbulence

We performed a normal GPS Approach to Runway 23 into FWA. We continued to the missed approach point and went missed. Tower assigned us runway heading and 3;000 FT. Shortly after arriving at the assigned altitude the turbulence increased from moderate chop to extreme turbulence. I called windshear and quickly declared an emergency to Tower. I informed Tower that we were experiencing extreme turbulence and we are unable to maintain altitude. We then requested 5;000 FT when able and advised that a right turn toward west looked like our best option. Tower agreed that west to southwest would place us in better weather. We were then able to exit IMC and discuss our diversion alternatives. An Air Carrier executed a missed approach on the FWA Runway 23 GPS approach and entered extreme turbulence so an emergency was declared because altitude could not be maintained as the flight turned to exit the embedded cell.
Aircraft: B767
Phase of flight: Taxi
Anomaly: Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Loss Of Aircraft Control; Ground Event / Encounter Weather / Turbulence; Ground Excursion Taxiway

XA:30 engine start. Taxi instructions [Taxiway] XX; cross Runway XX; left on [Taxiway] XY. I performed a brake check while taxiing on [Taxiway] XX. Brakes were good. Crossed runway and turned left on [Taxiway] XY. Advanced power to accelerate a bit in order to do another brake check on Taxiway XY. I applied the brakes and could feel pressure; but had poor braking action which was very alarming because we just had good action not 5 minutes beforehand. I was left literally speechless...at that point I realized I had left the power up and immediately brought power to idle; released brakes fully and then rapidly applied brakes; to good effect....and then the brakes gave way again to poor braking action. By this time the bend in the taxiway was approaching; I released brakes and reapplied brakes; again to good effect initially; and then nothing....I brought the tiller around to try and make the turn; no effect; Immediately centered the tiller; rev thrust; and accepted the 'off'. I was able to steer with the tiller and gently brought the plane back up onto the taxiway fully. Set the parking brake. Called for help. Towed back to the line.Rapidly deteriorating conditions at the airfield due to a sudden drop in temperatures coupled with freezing precipitation. Taxiways were only chemically treated and the sand truck had not been down Taxiway XY yet; I did not know this at the time we were taxiing. Obviously I was taxiing too fast for conditions.Obviously a slower taxi speed was warranted. Conditions were deteriorating rapidly; I should have confirmed with Ground about the status of ground efforts to treat the runways and taxiways. Slowing down the tempo of operations would have also helped. My FO (First Officer)and I talked about everything that we were doing and we both felt comfortable as we were proceeding. It wasn't until we were on Taxiway XY that things went badly; and quickly. Aircraft Incident: Flight departed the ramp eastbound on Taxiway XX crossing Runway XX and turned north onto Taxiway XY and proceeded down Taxiway XY to depart from Runway XX just after crossing Taxiway XZ. On [Taxiway] XY the a/c (aircraft) started to slide and the left main gear and nose wheel went off the taxiway into the grass. The crew was able to regain control of the a/c and return it to the taxiway. The a/c was towed back to the gate and MX performed an inspection and found damage to the left wing leading edge slat. Per the Flight Crew: Rapidly deteriorating taxiway conditions due [to] light freezing rain. B767 flight crew and Dispatcher reported a taxiway excursion due to freezing rain and worsening weather conditions.
Aircraft: CESSNA AIRCRAFT UNDIFFERENTIATED OR OTHER MODEL
Phase of flight: Initial Approach
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Clearance

We had just fully configured for landing; crossed the FAF and began our final descent on the RNAV RWY 17R approach into DWH. I was the pilot flying and had a customer pilot in the right seat for a demo flight. Tower called out traffic at our 1 o'clock and 2 miles unknown altitude that was apparently on final then began to turn north 'possibly NORDO'. We called visual and were instructed to continue the approach. Both of us in the cockpit saw Aircraft Y turning what looked to be base to final converging on our path. I broke off the final approach course to the left keeping Aircraft Y in sight and let tower know. Aircraft Y appeared to notice us as it made an abrupt climbing right turn away from us. Once I felt we had enough separation I elected to resume the approach; notified tower; received landing clearance and landed uneventfully. If I had to guess; we came within about 200-300 ft. of Aircraft Y. There is a lot of student traffic and flight schools at DWH. Aircraft Y was most likely a student training flight. Tower was transmitting in the blind to Aircraft Y repeatedly and told them not to circle on final and to look for light gun signals.Exercise heightened awareness when flying to/from airports where there is a lot of student training. Pilot reported NMAC with another aircraft on approach.
Aircraft: B737
Phase of flight: Taxi
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy

We pushed off the gate the other day and the ATIS was showing 30L for takeoff. Ground gave us a clearance to taxi to Runway 29; since they had closed 30L for maintenance. The First Officer went heads down to get the performance weight and balance for Runway 29 while I taxied following a company plane; and there was also one behind us. We switched to Tower as we approached the runway and told ATC we would need one minute to run a checklist. He then issued us some crazy taxi clearance to basically get out of the way; but the Company behind us keyed in saying they would need a minute for the checklist as well. So Tower said to just hold short and advise ready. We started running the Checklist and Tower started calling us to see if we were ready. I told the First Officer to ignore him and finish reading the checklist. The Tower must have tried to call us four to five times since we were not responding; and it was super distracting. We finally called ready and we felt he was rushing us for no good reason; but I said nothing to him. As we took off; I heard the Company behind us try and explain that there are new procedures that require us to run a checklist stopped when there is a runway change. Tower said the Company plane that took off first didn't have to stop.I see no reason for ATC to have pressured us and rushed us to takeoff; we only needed one minute. But in fact; I ran into the same thing the week before in ZZZ. We taxied to Runway 25 and there was windshear; so we went over to Runway 34 and told the Tower we needed a minute to run the checklist holding short. He did the same thing as [this] Tower did. He kept calling us and making it very difficult to not be distracted. Boeing 737-800 Captain reported that ATC attempted to rush the takeoff; not giving them enough time to complete their checklist.
Aircraft: B737
Phase of flight: Cruise
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence

FL340 approximately 160 nm east northeast of ZZZ the right engine OIL FILTER BYPASS caution annunciation flashed for 3-5 seconds then remained illuminated. We advised ATC with clearance to descend as requested to FL200 (FL223 max single engine altitude capability). Drift down profile initiated while concurrently performing required checklists; balancing fuel as needed as checklist directed engine shutdown. Declared ZZZ as the nearest suitable divert at point in time. Notified dispatch of intent for ZZZ; as well as coordinating communications with the Purser and making a PA to the passengers. Obtained ZZZ ATIS which stated winds variable at 6 kts landing Runway XX. Requested Runway XY for additional runway length. Transitioned from drift down profile to a descent profile when a 3:1 profile attained. As we approached within 15 nm of the field; we were informed that winds were gusting in excess of 20 kts from the south. We coordinated a runway change to XXL and at approximately 10-12 nm north of the field executed a left 360 degree turn descending to the sector MVA as to scrub altitude due to the much shortened landing distance to Runway XXL.Approach and landing was uneventful as was the taxi evolution to the gate for parking. Fire crash and rescue followed and informed that there was no threat heat signature emanating from the landing gear/brake assemblies. Normal passenger deplaning ensued.ATC throughout the evolution was perfect in every respect in aiding the successful uneventful outcome. A discrete frequency was assigned and that was immeasurably valuable. We were in Cruise and the 'OIL FILTER BYPASS' light illuminated for engine number two. The Captain took the flight controls while I ran the checklist. We ran the checklist which led us to shut down engine number two as the light did not extinguish. We advised ATC and requested a diversion to ZZZ; which was the closest suitable airport. We drifted down to FL 200 while preparing for the 1 engine approach. The Captain notified the flight attendants to prepare the cabin; he also made a calming PA; and we notified dispatch. ATIS for ZZZ winds were variable at six knots so we requested Runway XXL as it is the longest runway. We were less than 10;000 feet and approximately 20 miles out when the tower reported strong gusting winds from the south so [Runway] XYL was the safest option; but we were too high and had to do a left 360 degree [turn] while we prepared for the new approach. We flew a normal single engine approach and landed normally. Fire trucks escorted us to the gate as a precaution. Brake temperatures were normal and not excessive. Passengers deplaned in a normal manner. The Captain and I debriefed each other and then the flight attendants. B737 flight crew reported an engine inflight shutdown in cruise due to an oil filter bypass issue.